The Renault 8140.67.2580 is a 2,499 cc, inline‑six turbo‑diesel engine produced between 1996 and 2001. It features indirect injection, a fixed‑geometry turbocharger, and overhead camshaft design. In standard form, it delivered approximately 85 kW (116 PS) and 270 Nm of torque, providing robust low‑end pulling power for commercial applications.
Fitted primarily to the Renault Master Mk1 van and some early Renault Trucks models, the 8140.67.2580 was engineered for d…
Production years 1996–2001 meet Euro 2 standards as per EU Directive 96/69/EC .
The Renault 8140.67.2580 is a 2,499 cc inline‑six turbo‑diesel engineered for light commercial vehicles (1996-2001). It combines indirect fuel injection with a fixed‑geometry turbocharger to deliver strong low‑end torque and reliable load‑hauling. Designed to meet Euro 2 standards, it prioritizes durability and serviceability over peak efficiency.
| Parameter | Value | Source |
|---|---|---|
Displacement | 2,499 cc | |
Fuel type | Diesel | |
Configuration | Inline‑6, SOHC, 12‑valve | |
Aspiration | Turbocharged | |
Bore × stroke | 88.0 mm × 97.0 mm | |
Power output | 85 kW (116 PS) | |
Torque | 270 Nm @ 2,000 rpm | |
Fuel system | Bosch VE rotary injection pump, indirect injection | |
Emissions standard | Euro 2 | |
Compression ratio | 21.5:1 | |
Cooling system | Water‑cooled | |
Turbocharger | Fixed‑geometry turbo (Garrett or IHI) | |
Timing system | Gear‑driven camshaft | |
Oil type | Refer to vehicle handbook / manufacturer specification | |
Dry weight | 320 kg |
The Renault 8140.67.2580 was used primarily in Renault's Master platform with longitudinal mounting. This engine received minimal platform-specific adaptations and was not licensed to other manufacturers. All applications are documented in OEM parts catalogues.
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The 8140.67.2580's primary reliability risk is failure of the Bosch VE injection pump seals, with elevated incidence in high-mileage or poorly maintained units. Renault workshop data indicates this is a common cause of oil dilution, while DVSA records show related smoke or running issues in older vans. Extended service intervals and use of incorrect oil make preventative maintenance critical.
Analysis derived from manufacturer technical service bulletins and industry workshop records. Repair procedures should follow manufacturer guidelines.
The most common questions about engine codes, what they mean, how to find them and how this database works
The 8140.67.2580 is renowned for its mechanical robustness and longevity in commercial use, thanks to its simple, gear-driven design. Its main Achilles' heel is the Bosch VE pump, whose seals can fail with age. With proactive maintenance, especially timely oil changes and addressing the pump before it fails, these engines can easily surpass 300,000 km.
The most frequent issues are Bosch VE injection pump seal failure (causing oil dilution), turbocharger wear or oil seal leaks, glow plug/relay failures causing cold-start problems, and coolant leaks from aged hoses or the water pump. These are well-documented in Renault service literature.
This engine was fitted almost exclusively to the first-generation Renault Master van (1996-2001) across various wheelbases and roof heights (L1H1 to L4H2). It was also used in the Renault Messenger, a smaller panel van derived from the Master platform during the same period.
Minor power gains are possible by adjusting the Bosch VE pump's maximum fuel screw, but this is not recommended without supporting modifications. Significant tuning is impractical and risky due to the engine's indirect injection and fixed-geometry turbo. It's best suited to its stock, torquey configuration for reliability.
Fuel economy is moderate for its era and size. In a Renault Master L2H2, expect around 9.5-11.0 L/100km (25-28 mpg UK) combined, depending heavily on load, driving style, and vehicle condition. Highway cruising can yield figures closer to 8.5 L/100km (33 mpg UK).
No. The Renault 8140.67.2580 is a non-interference engine. This means if the timing gears were to somehow fail (an extremely rare event), the pistons would not contact the valves, preventing catastrophic internal damage. This is a significant design advantage for longevity.
Renault specifies an oil meeting ACEA B3 or B4 standards, typically a 15W-40 viscosity grade. A quality mineral or semi-synthetic diesel engine oil is suitable. Regular changes (every 10,000–15,000 km) are crucial to protect the turbocharger and prevent sludge buildup, especially if the injection pump is original.
Comprehensive technical documentation and regulatory references
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Regulatory Stability
EU regulations are referenced using CELEX identifiers for long-term stability.
EUR-Lex
EU emissions and type-approval regulations (e.g., CELEX:32007R0715, CELEX:32017R1151).
GOV.UK: Vehicle Approval & V5C
UK vehicle approval processes, import rules, and MoT guidance.
DVLA: Engine Changes & MoT
Official guidance on engine swaps and inspection implications.
Vehicle Certification Agency (VCA)
UK type-approval authority for automotive products.
Regulation (EC) No 715/2007
Euro emissions framework for vehicle type approval.
Commission Regulation (EU) 2017/1151
WLTP and RDE testing procedures for emissions certification.
GOV.UK: Vehicle Approval
UK compliance and certification requirements for imported and modified vehicles.
VCA Certification Portal
Type-approval guidance and documentation.
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